KR20120065412A - Method of converting vehicle into hybrid vehicle - Google Patents

Abstract

A method of converting a vehicle having an internal combustion engine, a transmission, an alternator and a battery into a hybrid vehicle is disclosed. The method includes installing an electric motor in a vehicle configured to support the internal combustion engine in rotating the crankshaft of the internal combustion engine, installing an energy storage element configured to supply power to the electric motor, and from the energy storage element to the electric motor. A first belt provided with a motor control unit configured to control the amount of power to be sent, and also replacing an existing pulley on the crankshaft of the internal combustion engine with a new pulley, wherein the new pulley extends between the new pulley and the alternator pulley; And receive a second belt extending between the new pulley and the electric motor pulley.

Description

How to convert a vehicle to a hybrid vehicle {METHOD OF CONVERTING VEHICLE INTO HYBRID VEHICLE}

This application enjoys the priorities and benefits of the following patent applications, the disclosures of which are hereby incorporated by reference in their entirety: Indian Patent Application No. 2108 / MUM / 2009, filed September 15, 2009 ; Indian Patent Application No. 2109 / MUM / 2009, filed September 15, 2009; International Patent Application No. PCT / IN2009 / 000655, filed November 15, 2009; International Patent Application No. PCT / IN2009 / 000656, filed November 15, 2009; And Indian Patent Application No. 1386 / MUM / 2010, filed April 30, 2010.

The present disclosure generally relates to the field of hybrid vehicles. More specifically, the present disclosure relates to a drive system that can be added to a vehicle to convert a new or existing vehicle into a hybrid vehicle. The present disclosure also relates to a method of converting a new or existing vehicle into a hybrid vehicle by application of a source equipment manufacturer or retrofit.

Hybrid vehicles often provide an alternative solution to consumers for vehicles employing conventional internal combustion engines, transmissions and power trains that produce relatively low fuel efficiency and / or undesirable exhaust emissions during operation. A typical hybrid vehicle combines a battery powered electric motor with an internal combustion engine. The acceptability of a hybrid vehicle by consumers depends, at least in part, on the cost of the solution and the benefits it will bring in terms of fuel efficiency and emissions reduction. Fuel efficiency and emissions reduction capabilities of hybrid vehicles depend, at least in part, on the design and use of the basic components of the hybrid drive system (eg electric motors, batteries, controllers, related software, etc.). There is a need to provide a hybrid vehicle and / or a hybrid drive system for a vehicle that seeks to balance the independence of the basic components of a hybrid vehicle in an economical way to consumers in terms of fuel efficiency and emissions reduction. It has been. In addition, there has been a need to provide a hybrid drive system for a vehicle that can be easily installed as a retrofit application to an existing vehicle and / or coupled to the platform of a new vehicle by the source equipment manufacturer.

One exemplary embodiment of the disclosure relates to a method of converting a vehicle having an internal combustion engine, a transmission, an alternator and a battery into a hybrid vehicle. The method includes installing an electric motor in a vehicle configured to support the internal combustion engine in the rotation of the crankshaft of the internal combustion engine, installing an energy storage element configured to supply power to the electric motor, and sending it from the energy storage element to the electric motor. Installs a motor control unit configured to control the amount of power, and also replaces the existing pulley on the crankshaft of the internal combustion engine with a new pulley, the new pulley extending between the new pulley and the auxiliary motor pulley, And receive a second belt extending between the new pulley and the electric motor pulley.

Another exemplary embodiment of the disclosure relates to a method of converting a vehicle having an internal combustion engine and a transmission. In this method, an electric motor configured to support the internal combustion engine in rotation of the crankshaft of the internal combustion engine is installed in the vehicle, and the output shaft of the electric motor is coupled to one end of the crankshaft opposite to the transmission via the universal coupling. And installing an energy storage element configured to supply power to the electric motor, and also installing a motor control unit configured to control the amount of power sent from the energy storage element to the electric motor.

1A is a schematic diagram of a vehicle and a hybrid drive system according to an exemplary embodiment.
FIG. 1B is a schematic diagram of a vehicle and a hybrid drive system in accordance with another exemplary embodiment. FIG.
FIG. 2 is a side view of a vehicle having the hybrid system of FIG. 1 in accordance with one exemplary embodiment. FIG.
3 is a plan view of the vehicle of FIG.
4A is a bottom view of the vehicle of FIG. 2.
4B is an engine cover of the vehicle of FIG. 2, according to one embodiment.
5A is a perspective view of an existing pulley provided on the crankshaft of the vehicle of FIG. 2.
5B is a perspective view of the pulley bay of FIG. 5A.
Figure 6a is a perspective view of one pulley of the hybrid drive system to replace the existing pulley provided on the crankshaft.
6B is a perspective view of the pulley bay of FIG. 6A.
7 is a perspective view of the manifold of the vehicle of FIG. 2.
8 is another perspective view of the manifold of the vehicle of FIG. 2 with the exhaust heat shield removed.
9A is a perspective view of a first mounting mechanism added to a vehicle to support components of a hybrid drive system.
9B is a perspective view of only the first mounting mechanism.
10A is a perspective view of a second mounting mechanism added to a vehicle to support components of a hybrid drive system.
10B is a perspective view of only the second mounting mechanism.
11A is a perspective view of a third mounting mechanism added to the vehicle to support components of the hybrid drive system.
11B is a perspective view of only the third mounting mechanism.
12 is a perspective view of a mounting mechanism for an electric motor according to one exemplary embodiment shown with a heat shield plate.
13A is a perspective view of a novel idler pulley of a hybrid drive system in accordance with one exemplary embodiment.
13B is a perspective view of the idler pulley bay of FIG. 13A.
14 is a perspective view of a fuel switch of a hybrid drive system mounted in a vehicle according to an exemplary embodiment.
Fig. 15 is a perspective view of a pedal arrangement of a vehicle according to an exemplary embodiment.
16 is a perspective view of a junction box and an insulator of a hybrid drive system according to an exemplary embodiment.
17 is a perspective view of a motor control unit of a hybrid drive system according to an exemplary embodiment.
18 is a perspective view of an energy storage mechanism of a hybrid drive system according to an exemplary embodiment.
19 is a perspective view of a charger in a hybrid drive system according to an exemplary embodiment.
20 is a perspective view of a user interface and display as an option of a hybrid drive system in accordance with one exemplary embodiment.
21 is an electrical diagram of a hybrid drive system according to an exemplary embodiment.

Referring to the drawings, a hybrid drive system 100 and components thereof are shown in accordance with an exemplary embodiment. The hybrid drive system 100 may be a vehicle (eg, a car, such as a car, truck, sport utility vehicle (SUV), minivan, bus, etc.) by a source equipment manufacturer and / or retrofit application; (tri-pods), scooters, airplanes, boats, etc.) and also selectively reduce the driving load of the engine (e.g., at least partially share the load, etc.), and / or Supporting the rotation of the crankshaft provides a system that can increase the torque capacity of the engine. Adding the hybrid drive system 100 to the vehicle is characterized by fuel efficiency (eg fuel consumption), emission rate and / or output of the vehicle as compared to the same vehicle running without the hybrid drive system 100. It is intended to improve. The hybrid drive system 100 may be installed at a suitable location in a vehicle or may be installed in combination with other vehicle components, may be provided in a wide range of sizes, shapes, and configurations, and may use a wide range of manufacturing and assembly processes according to various embodiments. Can be installed. All such modifications are intended to be within the scope of this disclosure.

1A is a schematic diagram of a vehicle and hybrid drive system 100 according to an exemplary embodiment. The hybrid drive system 100 generally includes an engine (eg, a diesel engine, a turbine engine, etc.), an electric motor 104, a motor control unit 106 and a gasoline powered internal combustion engine 102 shown in the drawing. And a power source shown as battery 108. Battery 108 is in the form of an electrochemical cell or battery (although capacitive devices such as supercapacitors and / or ultracapacitors may also be used in place of or in addition to the battery, depending on other exemplary embodiments). It is in the form of a battery pack including a plurality of energy storage device.

The internal combustion engine 102 functions as the prime mover of the vehicle by generating sufficient torque output to drive one or more wheels 110 of the vehicle. The electric motor 104 reduces the drive load of the internal combustion engine 102 (eg, at least partially shares the load, etc.), and / or enhances the output of the internal combustion engine 102, thereby enhancing the internal combustion engine 102. Is provided to support. The electric motor 104 is powered by the battery 108 and controlled by the motor control unit 106. The motor control unit 106 controls the electric motor 104 based on an output signal received from the engine sensor 112, the motor sensor 114 and / or the battery sensor as described below.

For the purposes of the present disclosure, the term hybrid refers to a vehicle having a drive system generally comprising one or more power sources, whether used alone or in combination with terms such as a vehicle and / or drive system. It should be noted from the beginning that it is used as a way of doing things. According to one exemplary embodiment, the hybrid drive system 100 uses an internal combustion engine and an electric motor. According to other embodiments, the internal combustion engine and / or the electric drive motor and its control system can be replaced with various known or other suitable power sources.

The amount of support provided to the internal combustion engine 102 by the electric motor 104 and the period during which the support is provided are at least partially controlled by the motor control unit 106. The motor control unit 106 includes a motor controller configured to generate and / or receive one or more control signals for operating the electric motor 104. The motor control unit 106 stores one or more processors (eg, microcontrollers) and instructions that can be executed by the processor to perform various data and / or various functions used by the motor control unit 106. And one or more computer readable media (eg, memory) configured to do so. The memory of the motor control unit 106 may include one or more modules (eg, software modules) including, but not limited to, a motor control module and an energy management module.

The motor control module is configured to generate one or more control signals for controlling the operation of the electric motor 104. According to one exemplary embodiment, the motor control module may generate control signals based on one or more motor support profiles based on experimental and / or modeling results. The energy management module is configured to manage the energy provided by the battery 108. According to one exemplary embodiment, the energy management module determines the sum of the available charge remaining in the battery 108 and the charge that can be made available as a result of regenerative braking, and determines the amount of charge available in the battery 108. The control signal provided to the electric motor 104 may be changed based on electric charge and / or other vehicle driving conditions.

The motor control unit 106 receives one or more inputs from various sensors, circuits, and / or other components of the vehicle, such as the internal combustion engine 102, the electric motor 104, the battery 108. These inputs may be digital inputs (e.g., braking, manual braking, clutch, reverse, air conditioning, ignition, economy or power mode selection, etc.), modulated and / or encoded inputs (e.g. vehicle speed sensor, engine Speed sensors, encoders, etc.), analog inputs (eg, motor temperature, engine temperature, temperature of battery 108, throttle position, manifold pressure, brake position, etc.), and / or other input methods. . According to one exemplary embodiment, one or more inputs may be insulated through an isolation circuit (eg, galvanic isolator). Information received at the inputs may be received from various vehicle sensors (eg, existing vehicle sensors, engine management systems, sensors added to the vehicle for use by the hybrid drive system 100, etc.).

The motor control unit 106 also displays motor controller power output for turning on and off the power to the motor controller, abnormal lamp output indicating an abnormal state, and various information about the motor control unit 106 (for example, One or more system outputs, such as display outputs for vehicle drivers, mechanics, etc.), and / or other outputs. The motor control unit 106 may be configured to generate one or more outputs (eg, digital outputs, analog outputs, etc.) such as injector outputs and / or system outputs. The injector output may be configured to control (eg, via one or more controllers) the fuel injector to delay and / or limit the amount of fuel to the engine. The system outputs are power control outputs, motor controller cooling fan outputs, fault lamp outputs, pump outputs and / or other components used to control and / or provide information for various components of the vehicle (including engines, for example). May include output of the scheme. The motor control unit 106 may also be configured to generate display information for display (on or near the instrument panel of the vehicle) for the driver of the vehicle.

  In addition to supporting the internal combustion engine 102 by reducing the drive load of the internal combustion engine 102 and / or augmenting the output of the internal combustion engine 102, the electric motor 104 charges the battery 108 and / or the vehicle. It may be configured to function as a generator for supplying electrical energy to the various electrical appliances within. For example, the electric motor 104 may function as a generator when the torque from the internal combustion engine 102 is not required (for example, when the vehicle is idle, inertial driving, braking, etc.). The electric motor 104 may also be configured to supply mechanical energy (eg, rotating mechanical energy, etc.) for operating one or more systems in the vehicle. For example, as described below, the electric motor 104 may be used to power a compressor that is part of an air conditioning system of a vehicle.

According to one exemplary embodiment, the battery 108 is a plurality of lead acid batteries connected in series. According to another embodiment, the battery 108 may be selected from a number of suitable batteries including, but not limited to, lithium ion cells, nickel metal hydride (NiMH) cells, and the like. According to another alternative embodiment, the battery 108 may be used in place of or in combination with any other manner of energy storage elements (eg, one or more capacitors, supercapacitors, etc.).

The battery 108 is configured to receive electric charges from the electric motor 104 when the electric motor 104 functions as a generator. If the battery 108 is not sufficiently charged while the vehicle is running, the vehicle operates only as a fuel only vehicle until the battery 108 is recharged. According to an exemplary embodiment, a separate charger is also provided for charging the battery 108. Such a charger includes a connector shown as a plug 134 and allows a user to connect power to the hybrid drive system 100 when the vehicle is not in use. According to the embodiment shown, both the battery 108 and the separate charger are shown to be housed in the trunk of the vehicle. According to another embodiment, the battery 108 and / or separate charger may be located in any other available space in the vehicle.

Referring to FIG. 1A, the internal combustion engine 102 includes an output shaft shown as a crankshaft 116 having a first output 118 and a second output 120. The first output unit 118 is configured to be connected to a power train of the vehicle to transmit power to the one or more wheels 110. According to the illustrated embodiment, the vehicle is a front wheel drive vehicle and the power train includes a transmission 122 (automatic transmission or manual transmission) connected to the front wheel 110 via one or more axles, differential gears, link systems. According to another embodiment, the hybrid drive system 100 may be used in a rear wheel drive vehicle and / or a four wheel drive vehicle. The internal combustion engine 102 emits rotating mechanical energy to drive the wheels through the transmission 122 by the rotating crankshaft 116.

The electric motor 104 is connected in parallel with the internal combustion engine 102 to support the internal combustion engine 102 in supplying rotating mechanical energy to the transmission 122. According to the illustrated embodiment, the electric motor 104 is connected to the second output 120 of the crankshaft 116; The second output unit 120 is provided at one end of the crankshaft 116 located opposite the first output unit 118, so that the electric motor 104 is located on the opposite side of the end coupled to the transmission 122. To one end of shaft 116 (eg, on opposite sides, such as internal combustion engine 102). Rather than being on the same side as the transmission 122, connecting the electric motor 104 in such a position relative to the internal combustion engine 102 will simplify the addition of the hybrid drive system 100, in particular the retrofit application. Can be. In addition, positioning the electric motor 104 in front of the transmission 122 (for example, front) may reduce the load of the electric motor 104 by the electric motor 104 using the gear of the transmission 122. To help. For example, in one exemplary embodiment of a vehicle having a five-speed manual transmission, the gear ratio may vary between about 3.45 and about 0.8 as the position of the gear changes from the first gear to the fifth gear. Thus, in the given example, if the electric motor 104 is connected to the crankshaft 116 in front of the transmission 122, the electric motor 104 has the same electric motor 104 cranks behind the transmission 122 Compared to the case connected to the shaft 116, it is possible to provide 3.45 times the output torque of the single-gear. As such, the system allows the small electric motor 104 to be used to suit the torque demands associated with a particular application.

The electric motor 104 supports the rotation of the crankshaft 116 to reduce the drive load of the internal combustion engine 102 (eg by sharing at least partly the load) and / or the internal combustion engine 102. The internal combustion engine 102 is supported by increasing the power of the engine. Since the driving load of the internal combustion engine 102 can be reduced, fuel efficiency (eg fuel consumption, etc.) and / or exhaust rate can be improved. The amount of support provided by the electric motor 104, and / or the time period of the support provided by the electric motor 104, etc., may depend on the specific needs and / or parameters of the application in which the hybrid drive system 100 is used. Can be variable. According to one exemplary embodiment, the purpose of the support provided by the electric motor 104 is to reduce the exhaust gas by moving the internal combustion engine 102 to an effective operating area.

The electric motor 104 generally includes a motor housing 124 and an output shaft 126. According to one exemplary embodiment, the electric motor 104 is a three phase alternating current induction motor. According to another embodiment, the electric motor 104 may be any one of a number of suitable motors including, but not limited to, direct current motors, direct current motors with programmable logic controllers, and the like.

According to one exemplary embodiment, the electric motor 104 has a housing 124 of the internal combustion engine 102 with the output shaft 126 substantially parallel to and away from the center of the crankshaft 116. It is positioned relative to the internal combustion engine 102 so as to be adjacent to one side (eg front side, etc.). According to the illustrated embodiment, the electric motor 104 is located in front of the internal combustion engine 102 (with respect to the driving direction of the vehicle) and is connected to the internal combustion engine 102 via a pulley system. The pulley system generally includes a first pulley 128 and a second pulley 130. The first pulley 128 is rotatably coupled to the second output 120 of the crankshaft 116, while the second pulley 130 is rotatably coupled to the output shaft 124 of the electric motor 104. do. A coupling mechanism (eg, chain, string, etc.) shown as belt 132 is provided between first pulley 128 and second pulley 130. According to another embodiment, the electric motor 104 may be located at any of a number of positions relative to the internal combustion engine 102 (eg, up, down, one or more sides, rear, etc.).

According to another embodiment, the pulley system may be replaced with any other suitable connection system, including but not limited to a gear system. Referring to FIG. 1B, a hybrid drive system 100 is shown in accordance with another exemplary embodiment. According to the illustrated embodiment, the electric motor 104 has one end of the housing 124 facing one end of the internal combustion engine 102 and the output shaft 126 of the second output 120 of the crankshaft 116. ) Is positioned relative to the internal combustion engine 102 such that it is at least partially aligned (eg, coaxial, concentric, etc.). A shaft coupling (e.g., universal joint, fitting, etc.) represented by the universal coupling 136 is provided between the output shaft 126 and the second output 120 to connect the electric motor 104 to the internal combustion engine 102. Connect directly. The universal coupling 136 compensates for any minor misalignment between the output shaft 126 and the second output 120. According to the illustrated embodiment, the universal coupling 136 is mounted to the first pulley 128 which is rotatably supported by the internal combustion engine 102. Similar to the embodiment described above with respect to FIG. 1A, the first pulley 128 may support a belt connected to at least one of the generator and the compressor of the air conditioning system.

The size (ie output demand) of the electric motor 104 is relatively small compared to a conventional hybrid vehicle having an electric motor connected in parallel to the internal combustion engine. Small motors will be less expensive than large motors and will allow hybrid systems to be implemented at lower cost. Small motors also take up less space. Since the space in the vehicle (eg under the hood, etc.) can be limited, the use of a small motor can allow the hybrid drive system 100 to be more easily coupled to the vehicle. Small motors also weigh less than large motors, but may be suitable to provide the required torque for a short time (e.g. when the engine exhausts a lot). The use of small motors can provide greater fuel economy and lower emissions compared to systems using large motors. As a result, small motors can supply power at lower voltages and / or currents, which can result in smaller conductors used to power between components of the hybrid system and / or increase system safety. do.

There are at least two reasons why the size of the electric motor 104 can be reduced in the hybrid drive system 100. The first is that the hybrid drive system 100 never runs a vehicle as a pure electric vehicle. In other words, the electric motor 104 never drives a vehicle alone, but only functions as an output support mechanism for the internal combustion engine 102, and additionally, possibly a generator and / or one or more vehicle components. It acts only as a driving mechanism for. By providing support for the internal combustion engine 102, the electric motor 104 allows the internal combustion engine 102 to operate in a more efficient area while providing the necessary drive torque for the vehicle. As such, the electric motor 104 does not have to meet the same torque and / or speed requirements as the internal combustion engine 102. Second, the support is provided only in an optional amount for an optional period. Thus, the electric motor 104 does not need to be operated continuously and at least does not need to be in the torque control operation mode.

For example, more support may be provided under operating conditions where the benefit of assistance is greater (eg, reduced emissions, increased fuel efficiency, increased power, etc.) and lower benefit of assistance. Under conditions, less support may be provided. According to an exemplary embodiment, the hybrid drive system 100 provides more support when the speed of the internal combustion engine 102 is relatively low (eg less than 2,000 rpm), and when the speed of the internal combustion engine is relatively high. Less support (for example 4,500 rpm or more). In other words, when the vehicle is running at a relatively high speed, the hybrid drive system 100 causes the internal combustion engine 102 to supply higher torque requirements and the electric motor 104 provides no assistance to the internal combustion engine 102. Does not provide When there is a sudden demand for higher torque at low speeds, the electric motor 104 provides maximum support for the internal combustion engine 102. When the internal combustion engine 102 is in a low speed state, it takes some time for the internal combustion engine 102 to achieve a higher torque level because of inertia and system delay. During this time, the electric motor 104 can be operated at maximum output to quickly meet the torque demand of the vehicle. However, such peak power demands are generally infrequent and infrequent. In this way, the internal combustion engine 102 enters into the desired area operation.

Acceleration time is given as an example of the situation where the speed of the internal combustion engine 102 is comparatively high speed. As such, the hybrid drive system 100 is configured to provide assistance upon acceleration of the vehicle. The hybrid drive system 100 can find out (eg, by receiving signals from one or more sensors) whether there is a demand for the vehicle to accelerate (eg when the accelerator or gasoline pedal is pressed). In response, the electric motor 104 is controlled to provide support for the internal combustion engine 102 during this period. According to an exemplary embodiment, support is provided only as a short time or as a pulse. However, the amount of support provided during this short pulse may be greater than the continuous rating of the electric motor 104. For example, the electric motor 104 can be operated at or near its highest rating during this period. By operating the motor for a short time with a current exceeding its continuous rating, the output requirements of the vehicle can be met and the efficiency (e.g. emissions, fuel economy, etc.) can be improved while using a small electric motor.

Determining the amount of support that the electric motor 104 should be able to provide to the internal combustion engine 102 is to balance a number of factors. One way of selecting the electric motor 104 is to select an electric motor that can provide the minimum power (eg torque) requirements needed to support the internal combustion engine 102 for the desired amount and time. Such a method can reduce the size of the electric motor 104, the size of the battery 108 and the overall weight of the hybrid system 100. According to one exemplary embodiment, this method involves selecting an electric motor 104 having a maximum rating between approximately 40 percent and approximately 50 percent of the output (eg horsepower) of the internal combustion engine 102. Include.

The following is an example of such a motor selection method. In this example, the vehicle has an internal combustion engine 102 having a rating of approximately 47 horsepower. According to the method described above, the electric motor 104 should be sized to provide approximately 40 percent of the horsepower of the internal combustion engine 102. In order to design in the maximum load situation, when the vehicle is in the high gear state, the gear ratio is assumed to be approximately 1: 1. Thus, the maximum power required by the electric motor 104 is approximately 18.8 horsepower (ie 0.4 * 47) or approximately 14 kilowatts. Rather than selecting the electric motor 104 having the continuous rating closest to this value, it is the method of the hybrid drive system 100 to select the electric motor 104 having the maximum rating closest to this value. In general, the maximum rating of the motor is approximately 4 to 5 times the continuous rating. For a short period of time, it has been found that the electric motor 104 can operate 4-5 times higher than its continuous rating without overheating and / or damaging the electric motor 104. Thus, under this method, the electric motor 104 should have a continuous rating of approximately 3.5 kilowatts.

In a second example, the vehicle is a medium sized vehicle having an internal combustion engine 102 of rated value between approximately 75 and 80 horsepower. Using the same method as described above, an electric motor 104 having a continuous rating of approximately 6 kilowatts may be selected for the hybrid drive system 100.

Another method that can be used in selecting the electric motor 104 is to select an electric motor 104 of continuous rating less than one tenth (1/10) of the maximum horsepower of the internal combustion engine 102. According to one exemplary embodiment, the method comprises an electric motor having a continuous rating between approximately one tenth (1/10) and approximately one quarter (1/40) of the maximum horsepower of the internal combustion engine 102. (104). According to another exemplary embodiment, the method comprises an electrical system having a continuous rating between approximately one fifteenth (1/15) and approximately one quarter (1/40) of the maximum horsepower of the internal combustion engine 102. The motor 104 is selected. According to another exemplary embodiment, the method allows selecting an electric motor 104 having a continuous rating of approximately one-half (1/20) of the maximum horsepower of the internal combustion engine 102. According to another embodiment, other methods may be used in selecting the electric motor 104 (eg, a method requiring 100 percent idle torque with a maximum torque rate of 80 percent, etc.).

Once the electric motor 104 is installed in the hybrid drive system 100, the temperature of the electric motor 104 is monitored by the motor control unit 106 so that the electric motor 104 is not heated. The possibility of overheating is reduced because the motor control unit 106 is programmed to operate the electric motor 104 at its maximum rating only in the form of a pulse of time less than approximately 4 seconds. One or more sensors may be provided to detect whether the electric motor 104 is overheating and / or about to overheat, in which case it may be configured to shut off power to the electric motor 104.

Selecting the electric motor 104 in this manner can lower the output demand on the electric motor 104 relatively. Since the electric motor 104 has a relatively low output demand, the size of the battery 108 can be reduced. Lower output requirements also allow more cost-effective types of batteries to be used, such as lead capacitors. For example, when an electric motor of 3.5 kilowatt continuous output is selected for the hybrid drive system 10 for the hybrid drive system 100, the 48-volt lead-acid battery 108 is the electric motor 104 and the motor. It can be used to power the control unit 106. According to one exemplary embodiment, the hybrid drive system 100 may use four 12-volt 100 amp lead acid batteries connected in series to provide a 48-volt battery 108.

Once the selection of the electric motor 104 and the battery 108 is complete, the hybrid drive system 100 is ready to be added to the vehicle. As described above, the hybrid drive system 100 may be added to the vehicle by the source equipment manufacturer or as a retrofit to enable the consumer to convert the existing gasoline powered vehicle into a hybrid vehicle. As a retrofit application, the hybrid drive system 100 may be provided as a relatively seamless conversion kit, where the existing internal combustion engine 102 and the transmission 104 may be modified to accommodate the hybrid drive system 100. Because there is no need. The specific steps required to add the hybrid drive system 100 to a vehicle may vary depending on the make and model of vehicle to which the hybrid drive system 100 is to be added, but the steps required regardless of the vehicle include: i) an electric motor ( Finding space in the vehicle to accommodate 104; ii) relocating, reconfiguring and / or removing certain vehicle components to provide sufficient spacing for the electric motor 104; iii) mounting an electric motor in a vehicle; iv) connecting the electric motor 104 to the crankshaft 116 of the internal combustion engine 102; v) installing the motor control unit 106; vi) installation of one or more energy storage elements (eg, battery 108, etc.) for powering the electric motor 104 and the motor control unit 106.

2A-21, a particular retrofit application is shown according to one exemplary embodiment. According to the illustrated embodiment, the vehicle converted to a hybrid vehicle is a medium-sized, four-door passenger car with a 1.4 liter engine and a manual transmission. Using the method described above, an electric motor 104 having a continuous rating of approximately 7.5 horsepower or 5.5 kilowatts was selected to support the internal combustion engine 102. The vehicle before starting the conversion includes, among other components, an air conditioning system having a battery, a starter motor for turning the crankshaft of the internal combustion engine 102, an alternator for charging the battery and powering the vehicle's electrical system, and a compressor. Include. The transmission 122 is connected to one side of the crankshaft of the internal combustion engine 102, the pulley 200 (shown in FIGS. 5A and 5B) is connected to the second side of the crankshaft, which side is opposite to the transmission 122. to be. The pulley 200 is configured to receive a first belt connected to a corresponding pulley on the alternator and a second belt connected to a corresponding pulley on the compressor of the air conditioner.

4A and 4B, the preliminary step in the deformation process is to at least partially dismantle certain components of the vehicle. This step involves removing one or more front wheels of the vehicle, the front bumper of the vehicle, and the protective shield, represented as engine cover 202, which may restrict access to the area around the internal combustion engine 102. The method of deforming the vehicle also includes removing the pulley 200 (shown in FIGS. 5A and 5B) from the crankshaft and replacing it with a hybrid drive system pulley 204 (shown in FIGS. 6A and 6B). This step includes securing the flywheel of the internal combustion engine 102 sufficiently to prevent the crankshaft from rotating as the pulley 200 is removed and replaced by the hybrid drive system pulley 204.

According to one exemplary embodiment, the hybrid drive system pulley 204 is a unitary body that includes a first pulley portion 206 and a second pulley portion 208. The first pulley portion 206 is substantially similar to the portion of the pulley 200 that was configured to receive a belt connected to the alternator. The second pulley portion 208 is configured to receive a belt to be connected to the electric motor 104 rather than the compressor of the air conditioner. To drive the compressor of the air conditioner, a new belt will be provided between the electric motor 104 and the compressor of the air conditioner. As such, the electric motor 104 is used to drive the compressor of the air conditioner rather than the internal combustion engine 102. Given that an appropriate clutch is provided between the electric motor 104 and the internal combustion engine 102 to selectively clamp the electric motor 104 from the crankshaft, such an arrangement results in the internal combustion engine 102 being turned off. Even if the air conditioner can be operated.

According to one exemplary embodiment, the electric motor 104 is mounted in front of the internal combustion engine 102 in an area in close proximity to the exhaust manifold of the internal combustion engine 102. 7 and 8, the exhaust manifold heat shield 210 is removed to provide additional spacing for the electric motor 104 within this region. With the exhaust manifold heat shield 210 removed, one or more mounting brackets may be added to support the components of the hybrid drive system 100. With reference to FIGS. 9A-11B, the method of modification includes: i) installing an idler pulley bracket 212 on the engine block (shown in FIGS. 9A and 9B); ii) installing a substantially vertical bracket 214 near the engine manifold (shown in FIGS. 10A and 10B); iii) installing the motor mounting bracket 216 on the engine manifold and securing it to the vertical bracket 214 (shown in FIGS. 11A and 11B); And iv) installing the compressor bracket 218 of the air conditioner on the engine block (shown in FIGS. 9A and 9B).

According to one exemplary embodiment, the motor mounting bracket 216 is configured as a substantially L-shaped member formed of a metallic material. In an effort to reduce the likelihood that the electric motor 104 will overheat, the motor mounting bracket 216 may provide one or more openings 220 configured to promote air circulation around the engine manifold and the electric motor 104. Include. The total weight of the electric motor 104 is supported by the motor mounting bracket 216, and the motor mounting bracket 216 is entirely supported by the internal combustion engine 102. According to another embodiment, where there is not enough space in the internal combustion engine 102 to support the electric motor 104, the electric motor 104 may be at least partially supported by the vehicle body and / or the frame.

Referring to FIG. 12, in order to further reduce the possibility of overheating of the electric motor 104 due to being near the internal combustion engine 102, especially the exhaust manifold, between the motor mounting bracket 216 and the electric motor 104. The heat shield plate 222 is provided. The heat shield plate 222 may be made of any of a variety of materials suitable for reducing the amount of heat delivered to the electric motor 104.

With reference to FIGS. 13A and 13B, the method of converting a vehicle also includes the addition of an idler pulley 224. Idler pulley 224 is rotatably mounted to an idler pulley bracket 212 mounted on the engine block. Idler pulley 224 can be used as a belt tensioning pulley, the position of which can be adjusted to control the tension of the belt (eg, idler pulley 224 can be adjusted in a substantially vertical direction, etc.) .

Referring to FIG. 14, the vehicle conversion method also includes installing a fuel switch 226 in a vehicle. The fuel switch 226 serves as a shutoff mechanism for restricting the supply of fuel to the fuel injector of the internal combustion engine 102. The fuel switch 226 is connected to and controlled by the motor control unit 106, and the motor control unit 106 stops the internal combustion engine 102 by switching the fuel switch 226 from the open position to the closed position. Can be programmed. According to an exemplary embodiment, the motor control unit 106 is configured to switch the fuel switch 226 from the open position to the closed position in at least two situations.

The first situation in which the fuel switch 226 can be used is when the internal combustion engine 102 is in operation but the vehicle has not moved for a predetermined time. In such a situation, the motor control unit 106 sends a signal to the fuel switch 226 to interrupt the supply of fuel to the internal combustion engine 102 and thereby stop the internal combustion engine 102. In such a configuration, the motor control unit 106 and the fuel switch 226 bypass the engine management system that provides a signal for supplying fuel to the internal combustion engine 102. When the motor control unit 106 receives a signal that the vehicle moves, the fuel switch 226 is returned to the open position and the fuel supply to the internal combustion engine 102 is resumed.

The second situation in which the fuel switch 226 may be used is when the vehicle moves but does not require torque output from the internal combustion engine 102. For example, when the vehicle is moving down a hill, the internal combustion engine 102 may not be necessary because the vehicle is moving but there is no torque demand for the internal combustion engine 102. While that happens, internal combustion engine 102 is likely to operate at or below its idling speed. In such a situation, the motor control unit 106 sends a signal to the fuel switch 226 to shut off the fuel supply to the internal combustion engine 102 and turn off the internal combustion engine 102. When the motor control unit 106 receives a signal that the internal combustion engine 102 has restored the idle speed, the fuel switch 226 is returned to the open position and the fuel supply to the internal combustion engine 102 is resumed.

Referring to FIG. 15, the vehicle conversion method may include installing a switch under the clutch pedal 228 of the vehicle as an optional specification so that the user can start the vehicle without turning the car key to the ignition position. have. Rather than turning the key, the user simply presses the clutch pedal 228 to operate the switch below the pedal. The operation of the switch starts the electric motor 104 which is used to turn the crankshaft of the internal combustion engine 102. For applications to large vehicles (e.g., approximately 1.4 liters or more) and / or diesel vehicles, the electric motor 104 cannot provide sufficient torque to turn the crankshaft of the internal combustion engine 102. Can be used to start a starting motor already present in the vehicle to turn the shaft of the internal combustion engine 102.

16 and 17, the vehicle conversion method also includes installing a motor control unit 106 in a vehicle. This may include installing the junction box 230, the insulator 232 and / or the control module 234 in the vehicle. According to the illustrated embodiment, the junction box 230 and the insulator 232 are shown to be located under the driver's seat of the vehicle, and the control module 234 is shown to be located under the passenger seat of the vehicle. According to another embodiment, the junction box 230, the insulator 232, and the control module 234 may be provided at various locations in the vehicle. For example, all of the junction box 230, the insulator 232, and the control module 234 may be configured to be mounted under the instrument panel of the vehicle. FIG. 21 illustrates an electrical system of a hybrid drive system 100, including junction box 230, isolator 232, and / or control module 234, illustrating inputs and outputs of various components of hybrid drive system 100. It is a schematic diagram of a wiring diagram.

Referring to FIG. 18, a method of converting a vehicle also includes installing a battery 108 in the trunk of the vehicle. The battery 108 is electrically connected to the motor control unit 106 and the electric motor 104 via one or more cables added to the existing battery in the vehicle and wired in the vehicle. Existing vehicle batteries are maintained to power existing vehicle components. According to one exemplary embodiment, the battery 108 is five 12 volt 100 amp lead acid batteries connected in series with each other. According to another embodiment, the battery 108 may be any one of various energy storage devices as described above. According to another embodiment, the battery 108 may be of sufficient capacity to replace the existing battery of the vehicle. In such a configuration. A DC-DC transformer needs to be provided to depressurize 48 volts from the battery 18 to 12 volts required for existing vehicle components.

Referring to FIG. 19, the method of converting a vehicle also includes installing a separate charger 236 in the trunk of the vehicle to allow the user to selectively charge the battery 108 when the vehicle is not in use. Charger 236 includes a connector (eg, a plug, etc.) configured to be selectively connected to an electrical outlet by a user when the vehicle is not in use. The charger 236 is shown to be positioned above the battery 108 in the trunk, but is optionally integrated and supported along the sidewalls of the trunk, leaving sufficient space for storage within the trunk.

Referring to FIG. 20, the method of converting a vehicle may include a first user interface 238 and / or a second user interface 240 in a vehicle. According to the illustrated embodiment, both of the first user interface 238 and the second user interface 240 are mounted on the instrument panel of the vehicle and may optionally be provided anywhere in a plurality of areas throughout the vehicle ( For example, central console, overhead system, side panels, etc. Both the first user interface 238 and the second user interface 240 are configured to be selectively switched between on and off positions by the user. The first user interface 238 may allow a user to turn on or turn off the hybrid driving system 100. When the hybrid drive system 100 is turned off, the vehicle is simply driven as a non hybrid vehicle. The second user interface 240 allows the user to selectively control when the battery 108 will be charged. As described above, the first user interface 238 and the second user interface 240 are optional. As such, the hybrid drive system 100 can function without allowing the user direct control of when the vehicle will be driven in hybrid mode and / or when the battery 108 is charged.

It should be understood that FIGS. 2A-21 merely show one embodiment of the vehicle and one embodiment of the hybrid driving system that can accommodate the hybrid drive system 100. The hybrid drive system 100 is provided as a kit to simplify the conversion process. The kit typically includes an electric motor 104, a motor control unit 106, a battery 108, a hybrid drive system pulley 204, an idler pulley bracket 212, a vertical bracket 214, a motor mounting bracket 216. , Compressor bracket 218, idler pulley 224, fuel switch 226, clutch pedal lower switch 228, junction box 230, isolator 232, control module 234 and charger 236. ). According to another embodiment, the hybrid drive system 100 may be provided as individual components and / or in combination with any one or more of the components described above.

When the hybrid drive system 100 is used by the source equipment manufacturer, the hybrid drive system 100 may not include all of the same components that are included as part of the retrofit kit. For example, source equipment manufacturers will replace the vehicle's existing alternator with an electric motor 104 and replace the vehicle's existing battery with a battery 108. All such modifications are intended to be within the scope of this invention.

It is important to note that the configuration and arrangement of the charrang and hybrid drive systems shown in the illustrated embodiments are exemplary only. Although only some embodiments of the invention have been described in detail in the present disclosure, those skilled in the art who have listed the present disclosure have many modifications without departing substantially from the novel contents and advantages of the technical features mentioned. It is readily appreciated that this is possible (e.g., variations in size, dimensions, structure, shape and proportions of various elements, parameter values, mounting structure, material usage, color, position, etc.). For example, the elements shown as integrally formed may be formed of a plurality of parts, the elements represented as a plurality of parts may be integrally formed, and the operation of the interface may be reversed or otherwise modified. The length or width of the configuration and / or elements of the member or connector or other system may also vary. In addition, the hybrid drive system 100 can be operated in a number of ways appropriate to the needs of a particular application. In addition, similar to the hybrid drive system shown in FIG. 1A, the hybrid drive system shown in FIG. 1B can be used in front wheel drive, rear wheel drive and / or four wheel drive vehicles. Also, if a hybrid drive system is provided as a kit, the kit may include any of a number of additional sensors and / or hardware that allow the system to be connected to the vehicle. It should be noted that the elements and / or assemblies of the system may be comprised of a wide variety of colors, textures, and combinations with any of a wide variety of materials that provide sufficient strength or durability. Accordingly, all such modifications are intended to be included within the scope of this invention. Other substitutions, modifications, changes and omissions in the design, operating conditions and structure of the preferred and other exemplary embodiments may be made without departing from the spirit of the invention.

Depending on the alternative embodiment, the order of any process or steps of the method may be changed or reconfigured. In the claims, any functional phrases are intended to cover equivalent structures as well as structural equivalents and structural equivalents described herein to perform the described functions. Other substitutions, modifications, changes and omissions in design, operation and arrangement of the preferred and other exemplary embodiments may also be made without departing from the spirit of the invention as set forth in the appended claims.

Claims (18)

As a method of converting a vehicle with an internal combustion engine, transmission, alternator and battery into a hybrid vehicle:
Install an electric motor in the vehicle configured to support the internal combustion engine in rotating the crankshaft of the internal combustion engine;
Install an energy storage element configured to supply power to the electric motor;
Install a motor control unit configured to control the amount of power sent from the energy storage element to the electric motor; Also,
The existing pulley on the crankshaft of the internal combustion engine is replaced with a new pulley, and the new pulley replaces the first belt extending between the new pulley and the auxiliary motor pulley, and the second belt extending between the new pulley and the electric motor pulley. And configured to receive. The method of claim 1, further comprising removing the manifold heat shield from the internal combustion engine and connecting a mounting bracket for supporting the electric motor at the same location. 3. The method of claim 2, wherein the mounting bracket includes one or more openings for promoting airflow around the electric motor. 3. The method of claim 2 further comprising applying a heat shield plate between the mounting bracket and the electric motor. 2. The method of claim 1, further comprising installing a switch mechanism configured to interrupt fuel supply to the internal combustion engine based on a signal received from the motor control unit. The method of claim 1, further comprising installing a switch mechanism under the clutch pedal of the vehicle such that the electric motor rotates the crankshaft of the internal combustion engine at start-up. The method of claim 1, further comprising installing a powered charger in the vehicle that allows the user to charge the energy storage element when the vehicle is not in use. The method of claim 1 wherein the auxiliary motor pulley comprises an alternator pulley. As a method of converting a vehicle having an internal combustion engine and a transmission into a hybrid vehicle:
Install an electric motor in the vehicle configured to support the internal combustion engine in rotating the crankshaft of the internal combustion engine;
Connect the output shaft of the electric motor to one end of the crankshaft on the opposite side of the transmission via the universal coupling;
Install an energy storage element configured to supply power to the electric motor; Also,
And installing a motor control unit configured to control the amount of power sent from the energy storage element to the electric motor. 10. The method of claim 9, wherein connecting the output shaft of the electric motor to one end of the crankshaft opposite the transmission via the universal coupling comprises connecting the output shaft of the electric motor to a pulley rotatably connected to the internal combustion engine. How to. 10. The method of claim 9 comprising connecting one belt between at least one of the first and second auxiliary pulleys and the pulley. 12. The method of claim 11, wherein the first auxiliary pulley comprises an alternator pulley and the second auxiliary pulley comprises a compressor pulley for an air conditioning system. 10. The method of claim 9, further comprising attaching one or more mounting brackets in the vehicle to at least partially support the electric motor. 14. The method of claim 13, further comprising supporting the electric motor at least partially by the vehicle body. 10. The method of claim 9, further comprising installing a switch mechanism configured to interrupt fuel supply to the internal combustion engine based on a signal received from the motor control unit. 10. The method of claim 9, further comprising installing a switch mechanism under the clutch pedal of the vehicle such that the electric motor rotates the crankshaft of the internal combustion engine at start-up. 10. The method of claim 9, further comprising installing a powered charger in the vehicle that allows the user to charge the energy storage element when the vehicle is not in use. 10. The method of claim 9 further comprising eliminating and eliminating the need for at least one of an existing battery and an alternator from the vehicle.

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